NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
HISTORY OF FLIGHT
On August 26, 2012, about 1118 eastern daylight time, a Beech B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near Dayton, Virginia. The certificated private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina, at 0903. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
At 0831 the morning of the accident, the pilot phoned the Raleigh Automated Flight Service Station (AFSS) and obtained a preflight weather briefing. During the briefing, he was advised multiple times that visual flight rules (VFR) flight was not recommended due to existing and forecast IMC along his intended route of flight. The pilot departed at 0903 without filing a flight plan.
According to the Federal Aviation Administration (FAA), at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency, advised he had “lost” the engine, and stated that he was "VFR on top."
The controller initially provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, and then to Frank Field (VA52), Harrisonburg, Virginia. He attempted to orient the pilot to the airplane’s position relative to the two airports, so that he could acquire the airports visually, but at 1112, the pilot advised he was "still in the soup and can't see much of anything at this point." At 1117, the pilot stated that the airplane was unable to clear a ridgeline in its flight path and shortly thereafter, radar and voice communication with the airplane was lost. At that time, the airplane was located on a bearing 301 degrees and 8 nautical miles from VBW.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on November 2, 2010. He reported 600 total hours of flight experience on that date. The pilot’s logbook was recovered and reviewed at the accident site. Examination revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not possess an instrument rating.
AIRCRAFT INFORMATION
According to FAA records, the airplane was manufactured in 1975, and had accrued 3,206.9 total aircraft hours. The most recent annual inspection was completed November 19, 2011, at 3,192.5 aircraft hours.
METEOROLOGICAL INFORMATION
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), located 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dew point 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
WRECKAGE INFORMATION
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. The wreckage path was oriented 245 degrees magnetic, and was about 60 feet in length. The initial impact point was in a treetop about 40 feet above the ground. The second tree strike was approximately 20 feet farther along the wreckage path, about 20 feet above the ground. The 4-inch trunk displayed a sharp, angular cut with paint transfer consistent with the paint on the propeller blades. The initial ground scar was about 55 feet along the wreckage path, and immediately in front of the airplane, which came to rest, upright, and facing opposite the direction of travel.
The engine, firewall, instrument panel, and cockpit areas showed significant impact damage and airframe deformation. The leading edges of both wings displayed aft crushing, and about 4 feet of the outboard section of each wing was separated. Control cable continuity was established from the cockpit to the rudder and elevator. Cable continuity was established through cable breaks to the ailerons. All cable breaks displayed failure due to overload.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump, as well as the boost pump switch, was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was partially disassembled to facilitate examination due to impact damage to the inlet air box, and the intake and exhaust tubes. The engine was rotated by hand and continuity was established through the powertrain and valvetrain to the accessory section. Compression was confirmed on all cylinders using the thumb method. Borescope examination of each cylinder revealed no anomalies. The magnetos were removed, rotated by hand, and produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated by hand, and pumped fluid.
The fuel flow divider was removed and disassembled. The flow divider contained a few drops of fuel and was absent of debris. The fuel injector lines and nozzles for each cylinder were clear and absent of debris.
The fuel injector servo was impact damaged, and the mixture and throttle control settings could not be determined.
MEDICAL AND PATHOLOGICAL INFORMATION
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing for the pilot. The following Tested-for-Drugs were detected:
Fluoxetine and Norfluoxetine were detected in blood and urine.
Fluoxetine (Prozac) belonged to a class of drugs called selective serotonin reuptake inhibitors (SSRIs). It was used in adults for the treatment of major depressive disorder, panic disorder, obsessive-compulsive disorder, bulimia (eating disorder), treatment-resistant depression, and depression associated with bipolar disorder. In children and adolescents, fluoxetine was used to treat major depression and obsessive-compulsive disorder.
Norfluoxetine was a metabolite of Fluoxetine.
Examination of the pilot’s personal and FAA medical records revealed that Norfluoxetine was prescribed to the pilot by a physician, but that he did not disclose its use on his most recent application for an FAA medical certificate.
The Office of the Chief Medical Examiner for the Commonwealth of Virginia, performed an autopsy on the pilot in Roanoke, Virginia. The cause of death was the result of blunt force trauma to the head and chest.
ADDITIONAL INFORMATION
At the time of the accident, there was an active AIRMET SIERRA for mountain obscuration for the area surrounding the accident site. Based on infrared satellite imagery from GOES-13 at 1115, cloud top temperatures in the immediate vicinity of the accident location ranged between 6 degrees C to 9 degrees C. Interpolation of rawinsonde data from a 0800 launch at Sterling, Virginia, revealed these temperatures corresponded to cloud-top heights of approximately 9,000 to 7,200 feet, respectively.
The airplane was equipped with one 29.9 gallon fuel tank in each wing. Of the 59.8 gallons on board, 52.2 gallons were usable. According to the manufacturer's pilot operating handbook, Section V – Performance, Cruise Power Settings, at 75 percent maximum continuous power (or full throttle), the nominal fuel flow was 10.2 gallons per hour.
NTSB Identification: ERA12FA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Dayton, VA
Aircraft: BEECH B24R, registration: N9200S
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On August 26, 2012, about 1118 eastern daylight time, a Hawker-Beechcraft Corporation B24R Sierra, N9200S, was substantially damaged when it collided with trees and terrain during a forced landing after a reported loss of engine power near, Dayton, Virginia. The certificated private pilot was fatally injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight that originated from Wilmington International Airport (ILM), Wilmington, North Carolina. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that at 1109, the pilot contacted air traffic control, and advised that he was climbing the airplane from 9,000 to 10,500 feet. At 1111, the pilot declared an emergency and advised he had “lost” the engine. The controller provided vectors to Bridgewater Airpark (VBW), Bridgewater, Virginia, but the pilot advised that the airplane was unable to clear a ridgeline in his path. At 1117, radar and voice communication with the airplane was lost. At that time, the airplane was 8 nautical miles from VBW.
The pilot/owner held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued on November 2, 2010, and he reported 600 total hours of flight experience on that date. Examination of his logbook revealed the pilot had logged approximately 235 total hours of flight experience, of which 206 hours were in the accident airplane. The pilot did not posses an instrument rating.
At 1115, the weather conditions reported at Shenandoah Valley Regional Airport (SHD), 15 miles southeast of the accident site at 1,201 feet elevation, included scattered clouds at 1,800 feet, a broken ceiling at 3,300 feet, and an overcast ceiling at 4,000 feet. There was 10 miles visibility; the temperature was 22 degrees C, dewpoint 18 degrees C, and an altimeter setting of 30.24 inches of mercury. The wind was from 100 degrees at 4 knots.
The wreckage was examined at the accident site on August 26, 2012, at 1,869 feet elevation, and all major components were accounted for at the scene. There was no odor of fuel or evidence of fuel spillage. Control cable continuity was established from the cockpit to the flight control surfaces.
The fuel tanks were intact, and about one pint of fuel was drained from the left tank while 10 gallons was drained from the right. The fuel selector was in the right tank position. Continuity of the entire fuel system was confirmed. The gascolator was removed and disassembled. It contained no fuel, was completely dry, and was absent of debris. The fuel boost pump switch was destroyed in the instrument panel, and the boost pump was destroyed by impact.
The engine was recovered from the scene and examined at SHD on August 28, 2012. The engine was rotated by hand and continuity, compression, and ignition spark were all confirmed.
Brian F. Hall, 50, of Mt. Lebanon, Pennsylvania, died on Sunday, August 26, 2012, when his single-engine airplane crashed into trees in the George Washington National Forest in Virginia.
Submitted photo
Brian Forrest Hall, 50, Mount Lebanon, was called home suddenly to be with the Lord on August 26, 2012.
Born in Jeanette on Jan. 3, 1962. The family relocated to Scottsdale, Ariz., in 1966 where he graduated from Saguaro High School in 1980. He attended Pepperdine University where he was an all-star baseball pitcher. He graduated with a bachelor’s degree in sports medicine in 1983 before being recruited by the Los Angeles Dodgers organization. He played for a year in the AAA league in Albuquerque, N.M.
To pursue his lifelong love of flying, Brian joined the U.S. Air Force. He served his country for close to 15 years during which time he served in a variety of positions, including commander of an intercontinental nuclear missile flight. He was a faculty member at the U.S. Air Force Academy, where he taught leadership and character development courses and was the assistant baseball coach. During these years he attained a master’s of science degree in Human Resources administration and ultimately a doctoral degree in organizational psychology. He left the Air Force at the rank of lieutenant colonel to start his own consulting business, Impact Leadership Development Group, which he steadily built to become a global enterprise for over 20 years. He relocated from Colorado Springs, Colo., to Mount Lebanon in 2008 where his latest endeavor, a frozen yogurt shop, is slated to open on Sept. 8. He is preceded in death by his grandparents Forrest and Olive Hall and Rev. Joseph and Leola Hull and his daughter Amanda Joy. He is survived by his parents Paul and Juanita Hall, wife Ellie Jeffers Hall, two daughters Taylor Elizabeth, 22, Kelsey Marie, 20, stepson Zachary Johnson, 22, stepdaughter Sarah Johnson, 18, sister Laurie Knepper, and her husband Kerry.
Visitation will be on Friday, Aug. 31 at Miller Funeral Home and Crematory, Somerset, from 2 to 4 and 7 to 9 p.m.
A service will be held at the Kingwood Church of God on Saturday, Sept. 1, at 10 a.m. with visitation for one hour prior to the service. Graveside service and interment will be at the Kingwood IOOF cemetery with military honors immediately following the service.
Donations may be made to the Kingwood Church of God. Online condolences may be sent to www.millerfuneralhomeandcrematory.com.
Source: http://www.dailyamerican.com
“Brian loved Pittsburgh when he wasn’t there and that feeling just grew when he was finally able to move back a few years ago after his wife got a job there,” said Paul Jones of Impact Leadership Development Group, the Colorado Springs company Hall founded in 1993.
Hall, 50, of Mt. Lebanon was killed on Sunday morning when the single-engine plane he was piloting crashed in the George Washington National Forest in Rockingham County in Virginia, according to state police.
Hall was traveling to Pittsburgh from Wilmington, N.C., when the 1975 Beechcraft crashed into trees about 11:30 a.m., according to the Federal Aviation Administration.
Hall’s sister, Laurie Knepper of Kingwood, Somerset County, said even though the family moved to Arizona when her brother was 4, he always felt Western Pennsylvania was home.
“He loved that he was able to move back to the land of his roots and still keep the business going in Colorado,” she said. “He was so upbeat and wanted to find ways to get more deeply involved in the community.”
Jones said one of the ways Hall planned to “connect” with people here was by opening a Yogli Mogli frozen yogurt franchise in an empty storefront he spotted along Washington Road.
Jones, who was working with Hall on the new business venture, said Saturday’s grand opening will proceed as planned.
“Brian was so happy about this new project because it was another way for him to connect with people. I’ve talked to his family, and we feel that opening on Saturday as we planned is the right thing to do.”
Hall was a 16-year veteran of the Air Force and earned the rank of major while on active duty. He was promoted to lieutenant colonel while serving in the Air Force Reserve.
While in the military, Hall served in a variety of positions, including commander of an intercontinental nuclear missile flight. He was a faculty member at the Air Force Academy, where he taught leadership and character development courses and was an assistant baseball coach.
Hall earned a doctorate in industrial and organizational psychology from the State University of New York at Albany. He had a Master of Science degree in human resources management from Central Michigan University in Mt. Pleasant, Mich., and a Bachelor of Science degree from Pepperdine University in Malibu, Calif.
In addition to his sister, Hall is survived by his wife, Ellie; two daughters, Taylor, 22, and Kelsey, 20; and his parents, Paul and Juanita Hall of Somerset.
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